KR20190069772A - Hybrid vehicle and method of searching for efficient path thereof - Google Patents

Abstract

The present invention relates to a hybrid vehicle and a path search method thereof and, more specifically, to a hybrid vehicle capable of performing efficiency-based path search in accordance with characteristics of a power train of the hybrid vehicle, and a path search method thereof. According to one embodiment of the present invention, the path search method of a hybrid vehicle comprises the following steps: acquiring driving environment information; determining driving load for each of a plurality of sections forming at least one path between a destination and a departure; determining output energy and braking energy for each section based on the determined driving load; determining energy consumption and regenerative energy for each section based on the output and braking energies for each section; adding up the consumption and regenerative energies for each section to determine an energy consumption for each of at least one path; and comparing the energy consumption for at least one determined path to determine an energy minimization path.

Description

[0001] HYBRID VEHICLE AND METHOD OF SEARCHING FOR EFFICIENT PATH THEREOF [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle and a route search method therefor, and more particularly, to a hybrid vehicle and a control method thereof capable of performing an efficiency-based route search in consideration of a power train characteristic of a hybrid vehicle.

Recent development of navigation systems has been studied not only route guidance reflecting shortest distance route and real time traffic situation, but also route guidance considering fuel consumption amount. For example, in order to search for a route with low fuel consumption, a route may be considered in consideration of traffic information, the number of traffic lights, the number of rotation turns, and the road gradient. Specifically, for each of a plurality of routes that can reach the destination, the running load of the vehicle can be calculated in consideration of the characteristics of the road and the traffic situation.

For example, a car traveling load (F _load) is may be calculated as _"load F = ma + F + F _{aero R .R.} Mgsinθ +", where m is a vehicle weight, a is the acceleration of the vehicle, is F _aero Air resistance, F _{R .R.} Represents the rolling resistance of the vehicle, and [theta] represents the slope of the current driving road. Here, theta can be obtained through the navigation information, the rolling resistance and the car weight can be regarded as substantially constant, and F _aero can be calculated through weather information (e.g., temperature, wind direction, wind speed, .

When the running load is calculated, it is possible to consider a method of converting the energy consumption amount, that is, the fuel consumption amount, and comparing the total fuel consumption amount by a plurality of routes, thereby selecting the route with the least fuel consumption amount. This will be described with reference to FIG.

FIG. 1 shows an example of a mode for calculating energy consumption considering a general traveling route. Referring to FIG. 1, the path through which energy consumption is calculated includes a flat section, a back section, and a steel section. Energy consumption for each section (E _output1, E _output2, E _output3) is termed generally calculated in such a way that multiplies the interval distance in the traveling load, the steel sheet interval is more than consumption energy is zero (that the driver is not accelerating separately, E _output3 = 0). As a result, the total energy consumption (E _sum ) of the path can be obtained as "E _output1 + E _output3 + E _output3 ".

On the other hand, demand for eco-friendly automobiles has been increasing due to the demand for continuous improvement of fuel efficiency in automobiles and the strengthening of exhaust gas regulations of each country. As a real alternative, Hybrid Electric Vehicle / Plug-in Hybrid Electric Vehicle , HEV / PHEV) are provided.

These hybrid vehicles can provide optimal output and torque depending on how the engine and motor are operated in harmony in the course of running on two power sources, the engine and the motor. Particularly, in a hybrid vehicle adopting a parallel type (TMED: Transmission Mounted Electric Drive system) hybrid system in which an electric motor and an engine clutch (EC: Engine Clutch) are mounted between the engine and the transmission, Can be simultaneously transmitted to the drive shaft.

In a typical situation of a hybrid vehicle, the electric energy is used during the initial acceleration (i.e., EV mode). However, since electric energy alone has a limitation in meeting the driver's required power, a moment is required to eventually use the engine as the main power source (i.e., the HEV mode). In this case, in the hybrid vehicle, when the difference between the number of revolutions of the motor and the number of revolutions of the engine is within a predetermined range, the engine clutch is engaged to rotate the motor and the engine together.

However, the energy consumption calculation method described above with reference to FIG. 1 is described only from the viewpoint of the internal combustion engine, and can not guarantee optimal energy efficiency when applied to an environmentally friendly automobile such as a hybrid vehicle. In particular, even if the vehicle is an inefficient route to the internal combustion engine vehicle, the hybrid vehicle can be efficient because the energy can be recovered through regenerative braking. For example, a path with many backing plates or deceleration events is inefficient in terms of fuel consumption of the internal combustion engine, but can be an optimal path for hybrid vehicles capable of regenerative braking. Of course, such regenerative braking is not always regenerative braking because it is influenced by the battery state (i.e., SOC: State Of Charge), and even if it is effective to use only the driving force of the electric motor, the output of the electric motor is limited Engine power must be used. As a result, since the regeneration amount is limited in the high SOC, the steel plate path after the back plate is efficient, and the engine consuming power is increased in the low SOC, so that the steel plate back path can be efficient. Due to these characteristics, there is a limit to the route search for the environment friendly vehicle as the route search method which minimizes the fuel consumption applied to the conventional internal combustion engine vehicle.

The present invention is to provide a method of performing path search based on efficiency in consideration of the characteristics of an environmentally friendly automobile and a car performing the same.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory and are not restrictive of the invention, unless further departing from the spirit and scope of the invention as defined by the appended claims. It will be possible.

According to an aspect of the present invention, there is provided a method of searching for a route of a hybrid vehicle, the method comprising: obtaining travel environment information; Determining a traveling load for each of a plurality of sections constituting each of at least one route between a destination and a departure point; Determining output energy and braking energy for each of the plurality of sections based on the determined running load; Determining consumption energy and regenerative energy for each section based on the output energy and the braking energy for each section; Calculating energy consumption for each of the at least one path by summing consumed energy and regeneration energy for each section; And determining an energy minimization path by comparing energy consumption amounts of the at least one path.

According to another aspect of the present invention, there is provided a hybrid vehicle including: a first controller for acquiring travel environment information; And a second controller for determining an energy minimization path using the travel environment information and transmitting information on the determined energy minimization path to the first controller. Here, the second controller may include: a traveling load calculating unit that receives a driving load from the first controller and determines a traveling load for each of a plurality of sections constituting at least one path between a destination and a departure point; An output / braking energy calculator for determining output energy and braking energy for each of the plurality of sections based on the determined running load; A consumption / regenerative energy calculator for calculating consumption energy and regenerative energy for each section based on the output energy and the braking energy for each section; And a path determination unit for determining the energy consumption for each of the at least one path by summing the consumption energy and the regeneration energy for each of the intervals and comparing the energy consumption for each of the determined at least one path to determine the energy minimization path, .

The hybrid vehicle according to at least one embodiment of the present invention configured as described above is capable of more efficient route search.

Therefore, it is expected that the improvement of fuel efficiency and the environmental protection effect can be expected.

The effects obtained by the present invention are not limited to the above-mentioned effects, and other effects not mentioned can be clearly understood by those skilled in the art from the following description will be.

FIG. 1 shows an example of a mode for calculating energy consumption considering a general traveling route.
2 shows an example of a powertrain structure of a hybrid vehicle that can be applied to embodiments of the present invention.
3 is a block diagram showing an example of a control system of a hybrid vehicle that can be applied to an embodiment of the present invention.
FIG. 4 shows an example of a hybrid controller structure for performing path search according to an embodiment of the present invention.
5 shows an example of a form in which traveling environment information according to an embodiment of the present invention is applied to a traveling load calculation.
FIG. 6 shows an example of a form in which an energy operation according to an embodiment of the present invention is performed.
FIG. 7 shows an example of a mode in which SOC calculation and correction are performed according to an embodiment of the present invention.
FIG. 8 is a flowchart showing an example of a process in which a route search according to an embodiment of the present invention is performed.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. In order to clearly illustrate the present invention, parts not related to the description are omitted, and similar parts are denoted by like reference characters throughout the specification.

Throughout the specification, when an element is referred to as "comprising ", it means that it can include other elements as well, without excluding other elements unless specifically stated otherwise. In addition, parts denoted by the same reference numerals throughout the specification denote the same components.

Before describing a method of searching for a route of a hybrid vehicle according to an embodiment of the present invention, the structure of a hybrid vehicle and the correlation between power train controllers that can be applied to the present embodiment will be described with reference to FIGS. 2 and 3, respectively .

2 shows an example of a power train structure of a general hybrid vehicle.

2, a parallel type hybrid system in which an electric motor (or a drive motor 40) and an engine clutch 30 are mounted between the internal combustion engine (ICE) 10 and the transmission 50 A powertrain of a hybrid vehicle is shown.

In such an automobile, in general, when the driver steps on the accelerator (i.e., the accelerator pedal sensor is on), the motor 40 is first driven using the power of the battery in the state where the engine clutch 30 is open, The wheels are moved via the transmission 50 and the final drive (FD) (i.e., the EV mode). When the vehicle gradually accelerates and a gradually larger driving force is required, the auxiliary motor (or the starting power generation motor 20) can be operated to drive the engine 10. [

The engine 10 and the motor 40 are driven together by the engine clutch 30 when the rotational speeds of the engine 10 and the motor 40 become equal to each other Transition). When the predetermined engine off condition is satisfied, such as when the vehicle is decelerated, the engine clutch 30 is opened and the engine 10 is stopped (i.e., the EV mode transition is performed in the HEV mode). At this time, the automobile uses the driving force of the wheel to charge the battery 70 through the motor 40, which is called braking energy regeneration or regenerative braking. Therefore, the starting power generation motor 12 acts as a start motor when the engine is started, and operates as a generator at the time of rotation recovery of the engine after starting or after startup. Therefore, the hybrid start generator (HSG: Hybrid Start Generator ").

Generally, the transmission 50 may be a step-variable transmission or a multi-plate clutch such as a dual clutch transmission (DCT).

3 is a block diagram showing an example of a control system of a hybrid vehicle that can be applied to an embodiment of the present invention.

3, an internal combustion engine 110 is controlled by an engine controller 210 in a hybrid vehicle to which embodiments of the present invention can be applied, and the start-up power generation motor 120 and the electric motor 140 are connected to a motor controller (MCU) : The motor control unit 220, and the engine clutch 130 can be controlled by the clutch controller 230, respectively. Here, the engine controller 210 may be an engine management system (EMS). Also, the transmission 150 is controlled by the transmission controller 250. In some cases, a controller for the start-up power generation motor 120 and a controller for each of the electric motors 140 may be separately provided.

Each controller is connected to a hybrid controller (HCU) 240 that controls the entire mode switching process as its upper controller, and is controlled by the hybrid controller 240 to change the running mode, Information and / or information necessary for engine stop control to the engine 240, or to perform an operation according to the control signal.

More specifically, the hybrid controller 240 determines whether to perform a mode change according to the driving state of the vehicle. For example, the hybrid controller determines the time when the engine clutch 130 is released, and performs control of hydraulic pressure (in case of wet engine clutch) or control of torque capacity (in case of dry engine clutch) upon release. Also, the hybrid controller 240 can determine the state of the engine clutch (Lock-up, Slip, Open, etc.) and control the fuel injection stopping point of the engine 110. Further, the hybrid controller may control the engine rotational energy recovery by transmitting a torque command to the motor controller 220 for controlling the torque of the startup power generation motor 120 for engine stop control. In addition, the hybrid controller 240 can calculate the driver's current required torque using the APS value and the BPS value, and calculate the required torque according to the virtual APS when the speed limiting device is activated.

Of course, it is apparent to those skilled in the art that the control period connection relationship and the function / division of each controller described above are illustrative and not limited to the names. For example, the hybrid controller 240 may be implemented so that the corresponding function is provided to be replaced in any one of the other controllers except for the hybrid controller 240, and the corresponding function may be distributed in two or more of the other controllers.

Hereinafter, a method of searching a route of a hybrid vehicle according to an embodiment of the present invention will be described based on the above-described vehicle configuration.

According to an embodiment of the present invention, a driving load of an environmentally friendly vehicle is calculated using at least one of traffic information, terrain information, and weather information, and the minimum energy usage amount between the departure- A path search method is provided that minimizes the energy used.

Here, the characteristics of the environmentally friendly vehicle include at least one of drive energy and regenerative energy according to the running load, the vehicle speed, and the SOC.

Hereinafter, a controller structure for performing such a path search will be described, and it is assumed that the hybrid controller 240 performs a path search for convenience.

FIG. 4 shows an example of a hybrid controller structure for performing path search according to an embodiment of the present invention.

4, the hybrid controller 240 may include a traveling load calculation unit 241, an output / braking energy calculation unit 243, a consumption / regeneration energy and SOC calculation unit 245, and a path determination unit 247 . Of course, the components for performing the functions of the general hybrid controller 240 in FIG. 4 are not shown.

The information input to the running load computing unit 241 may be the traveling environment information that may affect the energy change due to traveling at least one route between the source and destination. For example, the travel environment information may include at least one of traffic information, terrain information, and weather information.

The traffic information may include at least one of a traffic light period, an average speed per section, acceleration / deceleration information per section, and congestion / traffic information per section. In addition, the terrain information may include gradient information of each section, section length information, and the like. The weather information may include wind velocity, wind direction, rainfall, snowfall, and humidity information required to calculate the running load.

In FIG. 4, the subject of information input and the destination of the result output may be a device providing a navigation function, for example, an AVN (Audio / Video / Navigation) system, but the present invention is not limited thereto. And can be applied to any type of apparatus as long as it can provide the previously stored travel environment information.

Hereinafter, each component of the hybrid controller 240 will be described in detail with reference to FIGS. 5 to 7. FIG.

First, the operation of the traveling load calculating section 241 will be described with reference to FIG. 5 shows an example of a form in which traveling environment information according to an embodiment of the present invention is applied to a traveling load calculation. Referring to FIG. 5A, different running loads can be calculated according to the average speed for each section even if the same distance travels through the travel environment information. When the signal lamp cycle information is referred to, A section in which there is no output of the power train due to driving may be judged.

In determining the running load, the air resistance (F _aero ) can be calculated as follows: F _aero = 1 / 2ρ C _d A _f (V _x + V _wind ) ² where p is the air density, C _d is the air Vx is the vehicle speed, Vwind is the wind speed, and Af is the front area of the vehicle. Information other than information such as a constant value or a vehicle speed that the vehicle can directly know, such as air density and wind speed, can be inferred directly or indirectly through weather information. Considering the air resistance in this way, even if the travel distance is longer than the shortest distance traveled with the wind, the route going up and down the strong wind may be selected.

In addition, it is needless to say that the running load calculating section 241 can determine the running load by using the gradient information as shown in FIG. 5 (b) in determining the running load.

The running load calculating unit 241 can calculate the running load for each of the plurality of sections constituting each of the one or more paths from the starting point to the destination using the running environment information as described above.

Next, the operation of the output / braking energy calculator 243, the consumption / regeneration energy and the SOC calculator 245 will be described with reference to Figs. 6 and 7. Fig. FIG. 6 shows an example of a mode in which an energy operation according to an embodiment of the present invention is performed, and FIG. 7 shows an example of a mode in which SOC calculation and correction are performed according to an embodiment of the present invention. In FIGS. 6 and 7, it is assumed that one path is commonly divided into three sections according to a gradient. Specifically, the first section is flat, the middle section is shorter than that, and the last section is a relatively long steel plate.

Referring to FIG. 6, the output energy E _output and the braking energy E _brake can be determined according to the driving load for each section in the output / braking energy calculator 243. For example, in the first section, the output energy E _output1 corresponding to the running of the flat road is required, and the braking energy E _brake1 can be judged to be zero because there is no braking element. In the middle section, the output energy (E _output2 ) corresponding to back-running is required, and the braking energy (E _brake2 ) can be judged to be zero because there is no braking element. In the last section, the output energy (E _output3 ) is unnecessary for the steel plate traveling and is judged as 0, and the braking energy (E _brake3 ) for preventing acceleration according to the steel sheet can be calculated.

When the output energy and the braking energy for each section are determined, the consumption / regenerative energy and SOC calculator 245 can determine the consumed energy and the regenerative energy by applying the output efficiency and the regenerative efficiency to the output energy and the braking energy, respectively. For example, since the consumed energy (E _consumption) the energy source is a vehicle held by applying the output efficiency factor _{(η 1, η 1 <1} ) at the time to be converted to the wheel driving force, such as _{"E consumption = E output / η} 1" Can be obtained. Also, the regenerative energy E _regeneration can be obtained as E _regeneration = E _brake * eta ₂ by applying efficiency factors ( ₂ , ₂ < 1) when the braking energy is generated and charged into the battery .

As a result, the consumption energy (E _consumption1 , E _consumption2 ) is calculated because only the output energy is generated in the first section and the middle section in FIG. 6, and the regenerative energy (E _{regeneration3} ) is calculated only in the last section.

The consumption / regenerative energy and SOC calculation unit 245 can perform SOC calculation by applying consumption energy and regenerative energy. In the SOC calculation, the ratio of consumed energy to consumed energy must be determined (ie E _consumption = E _{consumption , engine} + E _{consumption, motor} ), and the ratio of consumed energy is estimated SOC, It can be judged based on the experimental map data according to the variation amount. When the consumption energy ratio is judged, the energy required for running may be subtracted from the SOC value at the start of the section, or the regenerative energy may be added. For example, assuming that the SOC before entering the first section is SOC1, the SOC when entering the middle section is SOC2, and the SOC when entering the last section, respectively, as shown in FIG. 7A, each SOC can be obtained as follows.

SOC ₂ = SOC ₁ E _{consumption1 , motor}

SOC ₃ = SOC ₂ E _{consumption2 , motor}

SOC ₄ = SOC ₃ + E _{regeneration 3}

However, this simple calculation may not be compatible with the way in which the SOC is managed in an actual HEV vehicle. For example, when the SOC reaches the maximum set value SOC _max , the SOC can no longer rise, and when the SOC reaches the minimum set value SOC _min , the electric motor can not be driven. Therefore, correction can be performed depending on whether the SOC fluctuation amount is obtained through the consumption energy and the regenerative energy for each interval, and whether the SOC fluctuation amount is applied to the SOC starting value of the corresponding interval to exceed the range according to the maximum / minimum setting value. That is, the consumption / recovery of energy and the SOC calculating section 245, if "SOC <SOC _min" energy consumption and correction to occur only in the engine (i.e., E _consumption = E _{consumption, engine} / E _{consumption, motor} = 0), If "SOC> SOC _max ", the regenerative energy is corrected to 0 (E _regeneration = 0).

As a result, as shown in FIG. 7 (b), the maximum battery consumption energy (E _{consumption2 , motor} ) consumed in the intermediate section becomes "SOC ₂ - SOC _min ", and the maximum regenerative energy in the last section becomes "SOC _max - SOC _{min &} quot ;, the actual SOC can be corrected as follows.

SOC ₂ = SOC ₁ E _{consumption1 , motor}

SOC ₃ = SOC ₂ E _{consumption 2 , motor} = SOC _min , E _{consumption 2 , motor} = SOC ₂ - SOC _min

SOC ₄ = SOC ₃ + E _{regeneration 3} = SOC _max , E _regeneration = SOC _max - SOC _min

When the consumed / regenerative energy and SOC computing unit 245 determines the consumed energy and the regenerated energy according to the intervals in consideration of the SOC, the path determining unit 247 determines the energy consumption per path by summing the consumed energy for each path, You can compare them to determine the lowest energy-consuming path. The determined path information is output to the outside (for example, a navigation system).

Hereinafter, the above-described process will be described in order with reference to FIG. FIG. 8 is a flowchart showing an example of a process in which a path search is performed according to an embodiment of the present invention.

Referring to FIG. 8, the traveling environment information may be received by the hybrid controller as the energy minimization route search event occurs (S810).

Driving a load (F _load) for each interval through the travel environment information is calculated (for example, _load F = ma + F + F _{aero R .R.} + Mgsinθ) can be, and (S820), the output / braking energy to them based piecewise Is calculated (S830), and consumption / regeneration energy for each section can be calculated based on the output / braking energy (S840). SOC can be calculated by considering the fuel / battery consumption ratio and the maximum / minimum SOC according to the consumption / regeneration energy, the driving load, and the interval (S850).

5 through 7, detailed description of steps S820 through S850 will be omitted for the sake of brevity.

When the consumed energy and the regenerative energy are determined according to the SOC, the energy consumed by each path can be calculated by summing the consumed energy of each path by the path (S860). The energy consumption of each path is compared with each other, (S870).

The determined path information is output to the outside (e.g., a navigation system) so that guidance of the path that minimizes energy consumption can be provided to the driver.

By utilizing the characteristics of the hybrid vehicle (ISG, regenerative braking, efficiency characteristics, etc.) and various information (precision traffic signal, gradient, weather, etc.) using the internal combustion engine and the motor together, An optimal path can be provided to the driver who wants to minimize the energy consumed to reach the destination regardless.

For example, even if a stationary situation such as a traffic light and a congestion section is continued, the energy can be minimized even if the required time is somewhat long, by selecting an interval in which energy can be efficiently used.

Also, because the recovery path is considered, the path with the highest steel sheet is searched, and the regenerative energy can be maximized. Specifically, in the section with high SOC, the steel plate-oriented path is searched for the back plate rather than the steel plate back plate considering the limit of the regeneration amount. In the low SOC section, .

The present invention described above can be embodied as computer-readable codes on a medium on which a program is recorded. The computer readable medium includes all kinds of recording devices in which data that can be read by a computer system is stored. Examples of the computer readable medium include a hard disk drive (HDD), a solid state disk (SSD), a silicon disk drive (SDD), a ROM, a RAM, a CD-ROM, a magnetic tape, a floppy disk, .

Accordingly, the above description should not be construed in a limiting sense in all respects and should be considered illustrative. The scope of the present invention should be determined by rational interpretation of the appended claims, and all conversions within the scope of equivalents of the present invention are included in the scope of the present invention.

Claims (19)

Obtaining driving environment information;
Determining a traveling load for each of a plurality of sections constituting each of at least one route between a destination and a departure point;
Determining output energy and braking energy for each of the plurality of sections based on the determined running load;
Determining consumption energy and regenerative energy for each section based on the output energy and the braking energy for each section;
Calculating energy consumption for each of the at least one path by summing consumed energy and regeneration energy for each section; And
And determining an energy minimization path by comparing the determined energy consumption of each of the at least one path. The method according to claim 1,
Wherein the travel environment information comprises:
A method for searching a route of a hybrid vehicle, including traffic information, terrain information, and weather information. The method according to claim 1,
The step of determining the consumed energy and the regenerated energy for each section may include:
Dividing the consumed energy by an output efficiency factor to determine the consumed energy; And
And multiplying the regenerative energy by a regenerative efficiency factor to determine the regenerative energy. The method according to claim 1,
Determining a state of charge (SOC) of the battery for each section;
And correcting the consumption energy and the regenerative energy of each of the sections according to the determined charging state,
Wherein the step of determining the amount of energy consumption is performed based on the corrected consumed energy and the regenerated energy of each section. 5. The method of claim 4,
Wherein the step of determining the variation comprises:
Determining a ratio of consumed energy by the fuel to consumed energy by the battery;
Determining energy consumed by the battery by applying the determined ratio to the consumed energy of each section; And
And determining the variation of the state of charge (SOC) by reflecting the consumed energy by the battery and the regenerative energy by the interval. 6. The method of claim 5,
The step of determining the state of charge comprises:
Determining energy consumption by the battery and an amount of charge state variation according to the interval according to the determined regenerative energy;
Determining whether the charge state exceeds a predetermined minimum charge state value and a maximum charge state value range based on the determined charge state variation amount. The method according to claim 6,
Wherein the correcting comprises:
And the charge state is performed for a period exceeding a range of the minimum charge state value and the maximum charge state value by the determined charge state variation amount. 8. The method of claim 7,
Wherein the correcting comprises:
Correcting the consumed energy by the battery with respect to the corresponding interval to be 0 if the charged state is smaller than the minimum charged state value according to the determined state of charge variation; And
And correcting the entire consumed energy corresponding to the corresponding section with consumed energy by the fuel. 8. The method of claim 7,
Wherein the correcting comprises:
And setting the charge state for the corresponding section to the predetermined maximum charge state value when the charge state is greater than the maximum charge state value by the determined charge state variation amount. . A computer-readable recording medium recording a program for executing a method of searching for a route of a hybrid vehicle according to any one of claims 1 to 9. A first controller for acquiring travel environment information; And
And a second controller for determining an energy minimization path using the travel environment information and transmitting information on the determined energy minimization path to the first controller,
Wherein the second controller comprises:
A traveling load calculating unit for determining a traveling load for each of a plurality of sections, which are received from the first controller and constitute each of at least one route between a destination and a departure point;
An output / braking energy calculator for determining output energy and braking energy for each of the plurality of sections based on the determined running load;
A consumption / regenerative energy calculator for calculating consumption energy and regenerative energy for each section based on the output energy and the braking energy for each section; And
And a path determination unit for determining the energy minimization path by comparing energy consumed for each of the at least one path by determining the energy consumption for each of the at least one path by summing the consumed energy and the regenerative energy for each period , A hybrid car. 12. The method of claim 11,
Wherein the travel environment information comprises:
A hybrid vehicle, including traffic information, terrain information, and weather information. 12. The method of claim 11,
Wherein the consumption /
Wherein the consumed energy is divided by an output efficiency factor to determine the consumed energy, and the regenerative energy is determined by multiplying the regenerative energy by a regenerative efficiency factor. 12. The method of claim 11,
Wherein the consumption /
(SOC) of the battery according to the interval, and corrects the consumed energy and the regenerative energy according to the interval according to the determined charging state. The at least one path A hybrid car that determines the energy consumption for each. 15. The method of claim 14,
Wherein the consumption /
Determining a consumption energy by the battery and a consumed energy by the battery, determining the consumed energy by the battery by applying the determined ratio to the consumed energy by the interval, (SOC) is determined by reflecting the regenerative energy for each section. 16. The method of claim 15,
Wherein the consumption /
Determining the amount of change in the state of charge according to the interval according to the determined consumption energy of the battery and the regeneration energy, and determining whether the state of charge exceeds the predetermined minimum state of charge value and the maximum state of charge state Whether the hybrid vehicle is a hybrid vehicle or not. 17. The method of claim 16,
Wherein the consumption /
And performs the correction for a period in which the state of charge exceeds a range of the minimum state of charge value and the maximum state of charge state value by the determined state of charge state variation. 18. The method of claim 17,
Wherein the consumption /
When the state of charge is smaller than the minimum state of charge according to the determined state of charge variation, the consumed energy by the battery for the corresponding period is corrected to 0, and the entire consumed energy corresponding to the corresponding period is consumed by fuel Energy-calibrated, hybrid cars. 18. The method of claim 17,
Wherein the consumption /
And sets the charging state for the section to the maximum charging state value when the state of charge is larger than the maximum state of charge state by the determined state of charge state variation.

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